Rail car



Dec. 24, 1940- N. A. THUNSTROM EI'AL RAIL CAR Filed Nov. 9, 1958 5 Sheets-Sheet l u: 24; 1940. N. A. THUNSTRQM HAL 22 60 3 RAIL CAR I Filed Nov. 9, 1938 5 Sheets-Sheet 2 FUEL 2 9 0- N. A. THUNSTROM EFAL 2,226,033

RAIL CAR Filed Nov. 9, 1938 5 Sheets-Sheet 3 manta/1s M519. Fla/Asimov; Jams Z. (h/uZZZ/Z,

940- N. A. THUNSTROM EI'AL 2,226,083

RAIL CAR Filed Nov. 9, 1938 5 Sheets-Sheet 4 v Jfuuzszfwom Jamaal? Calzdl/zgJn Dec. 24, 1940. N. A. THUNSTROM El'AL RAIL CAR 5 Sheets-Shet 5 Filed Nov. 9, I938 Patented Dec. 24, 1940 UNITED STATES PATENT OFFICE RAIL CAR Application November 9, 1938, Serial No. 239,629

13 Claims.

The present invention relates to a railway car in which a novel side frame is used and in which the window frame and side sheathing are so mounted that relative motion is permitted between them and the side framing members, and has among its principal objects the following:

The provision of a strong, light! weight car side frame in which the stresses transmitted through the window frames are reduced to a minimum, and a side frame in which substantially no stresses are permitted to pass from the load carrying members of the side structure to the windows and side sheathing, thereby permitting the use of side sheathing of relatively thin metal, ply metal, or the like, and avoiding the presence of buckling and other undesirable consequences resulting from the transmission of stresses into the side sheathing.

Other objects and advantages will become apparent as the disclosure proceeds and the description is read in conjunction with the accompanying drawings in which- Fig. 1 is a side elevational view of approximately half of the car side frame with a portion only of the side sheathing applied;

Fig. 2 is a side elevational view of the remainder of the car side frame which together with Fig. 1 completes the showing of the side frame;

Fig. 3 is a horizontal sectional view of a portion of a side frame taken on the line 33 of Fig. 1 showing the window broken away at the center;

Fig. 4 is an enlarged fragmentary side elevational View of the car side frame showing in detail the manner in which the window frame is tied into the car framing;

Fig. 5 is a vertical sectional view through the side frame taken on the line 5-5 of Fig. 4;

Fig. 6 is an enlarged sectional view taken on the line fi--6 of Fig. 4;

Fig. 7 is an enlarged detail view taken on the line 'l-! of Fig. 4;

Fig. 8 is an enlarged sectional view taken on the line 8-8 of Fig. 4;

Fig. 9 is an enlarged detail view showing the manner in which certain of the side framing members are clipped to the truss framing members;

Fig. 10 is a fragmentary transverse section taken through the car body showing in general the underframe and certain of the side framing members;

Fig. 11 is an enlarged vertical sectional view taken through a portion of the side frame showing the manner in which the side sheathing is carried, at least in part, by the window frame;

Fig. 12 is an enlarged vertical sectional view taken on a portion of the side panels and tied into the side framing;

Fig. 13 is a partial end view of a partial sectional view taken at the end of the car showing the frame for the vestibule end and car body end respectively, at the vestibule end of the car;

Fig. 14 is a partial end View of the dummy end of the car showing the framing;

Fig. 15 is an enlarged fragmentary side elevational view of a modified form of the present invention taken from the inside of the car showing the entire method of tying the window frame into the car framing;

Fig. 16 is an enlarged vertical sectional View taken on the line i6-i6 of Fig. 15 through the window frame;

Fig. 17 is an enlarged horizontal sectional view taken on the line ll-l'l of Fig. 16 through the window frame, and

Fig. 18 is an enlarged detail view showing the manner of securing certain of the framing members together.

Specific embodiments of the present invention are selected for the purpose of disclosure only in compliance with section 4888 of the Revised Statutes and the claims are not to be limited by this disclosure but are to be construed as broadly as the prior art will permit.

The present invention in shown as applied to a railway car having an underframe, generally indicated at 25, in Fig. 10, a pair of trussed side frames, generally indicated at 26, a pair of end frames, generally indicated at 21 and 28 in Figures 13 and 14, respectively, and a roof partially indicated at 29 in Fig. 10.

The underframe consists of a center sill 30 extending throughout the length of the car, a pair of side sills 3i positioned one at each side of the car, a plurality of floor stringers 32 extending longitudinally of the car and being adapted to support a floor 33 and a plurality of cross bearers 34 spaced longitudinally of the car and extending between the side sills 3|.

The car, as shown, has a vestibule end shown in Fig. 13 and a dummy end shown in Fig. 14. The framing of the vestibule end includes a body end frame, generally indicated at 35, and a vestibule end frame 36. The dummy end has an end frame 31 which corresponds substantially to the vestibule end frame. The body end frame includes an end sill 38, a pair of body corner posts 39, one at each side of the end frame, a pair of door posts 40, one positioned on each side of the door and a pair of intermediate vertical posts 4|,

one being positioned between each body corner post and door, and an anti-telescoping member, generally indicated at 42. The vestibule end structure includes a vestibule end sill 43, a pair 5 of vestibule corner posts 44 positioned one on each side of the vestibule end, a pair of door posts 45 one positioned on each side of the door and a diagonal brace 46 positioned between each vestibule corner post 46 and door post 45. The anti-telescoping structure 42 extends to the vestibule end and additional intermediate posts 41 are provided between the anti-telescoping plate and the roof.

The dummy end structure 28 is very similar to the vestibule end structure and a detailed description is believed unnecessary.

The roof structure includes a plurality of carlines 48 spaced longitudinally of the car and interconnected by purlines (not shown) spaced transversely of the car and roof sheet 49.

The side frame includes a side sill 3|, a side plate 5!, a plurality of vertical side posts 52 extending from the side sill 3| to the side plate 5| and a plurality of diagonal braces 53 which 00- operate with the vertical post 52 to form a K- truss so that the side frames constitute a plurality of K-trusses. Additional diagonal members 54 are provided where needed to reinforce the K-trusses.

The structural members mentioned thus far form the main load carrying members for the side of the car and are preferably welded together so as to form a rigid truss. The remainder of the side frame is made up of relatively short horizontal and vertical members 55 and 56, respectively, which are mainly provided to carry the side sheathing and to tie the window frame into the truss side frame.

Referring to Fig. 4, a window frame is generally indicated at 59 and is relatively strong in construction so that the entire weight of the window can be supported at its two sides. Along its one vertical edge, as indicated at 51, the frame is spot welded to one of the side posts 52, while on the opposite side the frame is secured at its lower corner to a horizontal member 58, and at its upper corner to a second horizontal member 55, and to one of the diagonals 53 by means of a clip 55. The horizontal member 58 is a Z-bar and is rigidly secured at its one end to the lower corner of the window frame, preferably by means of welding, and at its other end to the lower diagonal member 53 by means of welding applied to the web only of the Z-bar. The horizontal member 55 is of channel shape and at its one end is welded to the window frame and at the other end is secured to the upper diagonal member 53 by means of welds applied to the web only of the member 55. A vertical post 56 is 60 positioned approximately at the center of the window frame at its lower edge thus providing means for securing the side sheathing to the framing. This post is secured to the frame by means of a clip 6| and to the lower diagonal member 53 by means of a second clip 52. All of these clips are relatively flexible so that a large part of the strain which would otherwise be transmitted from the diagonal 53 of the truss through the member 56 is not permitted to reach the window frame.

Between the window frame 55 and the side plate 5! a pair of smaller windows 54 are provided, one of which is secured along its one side to a post 52 and on the opposite side, at its lower edge 75 to the small vertical member 65. The upper portion of this window frame is secured to the diagonal 53 by means of a clip 65. The post 65 is securely welded to the frame of the window 6 and at its lower edge along its web only to the window frame 59, as shown at 51 (Fig. 4). The other small window frame 64 is secured along its one side to an adjacent vertical post 65' and on the other side at its lower corner to the diagonal 53 by means of a clip 53. At its upper edge it is welded to the short vertical member 59 which in turn is clipped to the side plate, as shown at in.

The truss framing members 52 and 53 are the main load carrying members in the side of the car and consequently there is a certain amount 1 of deflection of these members due to variations in car loading and vibrations of the car while running. By using clips to secure the free side of the window frame to the truss frame, together with relatively flexible members, such as horizontal member 55, strains which would otherwise be transmitted into the frame are to a large extent avoided and consequently the resulting stresses are minimized.

In the truss type of side frames the entire load which is intended to be transmitted through the side is carried by the structural members making up the truss, and the side sheathing is not relied upon to carry any of the load. It is possible, therefore, to use sheathing of less thickness. Panels, indicated at H, are secured along their vertical edges to the window frames, as shown in Figure 3, by means of strips 12 which are welded to the window frame. An angle bar 13 is secured to the frame and the flange 14 serves as a backing for the ply metal panel. As shown in Fig. 3, the panel is in no way secured to the diagonal truss member 53. Across the top and bottom edges of the panel a plurality of screws '14 are provided which secure the panel to the horizontal members 55 and 58 at the top and bottom respectively, of the panel. There is sufficient'flexibility in the screwed fastenings to permit motion between the horizontal members 58 and 59, and the panels, thus substantially avoiding stresses in the panels.

Referring to Figures 11 and 12, it is seen that the sidesheathing 15, position below the window height, is secured to the members 58 by means of the screws 14 and the sheathing, above the window heights,is secured to the horizontal members 55 by means of screws. The sheathing directly below and above the window sashes is Welded to the lower and upper edges, respectively, of the window frames. Throughout the remainder of its area the sheathing is secured to the vertical members 55 which in every case are either clipped to the truss framing members or are welded along their webs only, as indicated at 16, so that the sheathing in all instances is yieldingly secured to the truss framing thus reducing to a minimum the stresses in the sheathing.

Although buckling stresses in the side sheathing are most effectively eliminated by fastening the sheathing to posts 56, as described, it is obvious that a less ideal but entirely satisfactory construction might consist in having the side sheathing secured either to the vertical posts forming members in the truss frame or to the diagonals, but in no event should the sheathing be secured both to the verticals and to the diagonal'members, because the angularity between the diagonals and the vertical members of the truss varies considerably when the frame is stressed.

The amount of stresses which will enter the side panels and the sheathing depends largely upon the flexibility of the connections between the panels and sheathing on the one hand and the truss and framing members on the other. The ideal connection perhaps would be one in which all of the strain can be avoided by employing extremely flexible connections but this is not practical since the connection must be strong enough to carry the weight of the panels and sheathing. Likewise, to minimize the stresses transmitted into the car window frames to a point where they are entirely eliminated would be impractical since the connections between the window frame and the truss structural members must be of sufficient strength to carry the weight of the window and frame.

The modified form of the present invention shown in Figs. 15 through 17 provides a more flexible connection between the window frame and the truss framing members and perhaps more nearly approaches the ideal condition than does the first described form of the invention.

The structure is not as true a K-truss as is the form just described and a side post 11 is positioned on each side of the window frame '18. The diagonal member 79 extends between these adjacent posts below the window and a second diagonal member 19' is positioned above the window and extends between the two adjacent posts and beyond to a third side post 11, as indicated in Fig. 15. Smaller diagonals 80 and BI complete the truss structure.

The window frame is secured along its two vertical sides to adjacent side posts 11 by means of welding and clips 82 and is further supported along its lower and upper edges by means of intermediate framing members 83 which are clipped to the window frame as indicated at 84. In this form of the invention the window frame is secured to the side frame by means of clips and welding along its vertical sides so that a large portion of the strain which would otherwise be transmitted into the window frame is removed before it reaches the window. As in the case of the first form of the invention the side panels are fastened directly to the vertical side of the window frame along the vertical edges as shown in Fig. 17, and to horizontal members 85 along their top and bottom edges, there being a relatively high degree of flexibility in the members 85. The sheathing above and below the windows is fastened directly to the window frame, as indicated at 89.

Throughout the car side the various framing members are shown as being welded together and in the case of the members making up the truss frame itself these welded joints are rigid. In many instances, however, as in the case of the short posts which carry the side sheathing it is necessary that the connections between these posts and the truss framing members be such that the stresses can be absorbed to a large extent before entering these shorter members. In most instances where these short members 83 are jointed to the diagonal members 18 and 19, the welding is applied only to the flanges of the members 83. To insure against the possibility that the weld may be applied along the web portion of the member 83, the end is coped, as indicated at so in Fig. 18. This type of joint also insures against the setting up of stresses in the diagonals l8 and 19 due to welding.

In either form of the invention shown, the various members making up the load carrying truss frame are secured together and to the car top and bottom framing members in any manner suf-' flcient for accomplishing the desired result.

Numerous clips are shown as being used throughout the framing of the car sides but, ob-, viously, the particular locations and the number of clips used will depend upon the load require-, ments and the general design of the car. No attempt has been made to indicate every position where a clip may be employed, and. it may be found desirable to employ clips for securing the inside finish to the car framing so. as to permit relative movement between the load carrying framing members and this finish.

What we claim is:

- 1. A railway car having an underframe, a pair of side frames, a pair of end frames and'a roof, at least one of the side framesbeing in the form of a truss, a window frame, and a plurality of relatively flexible clips for securing the window frame to the trussed side frame.

2. A railway car having an underframe, a pair of slide frames, a pair of end frames and a roof, at least one of the side frames being in the form of a truss, and a window frame yieldingly secured to the trussed side frame.

3. A railway car having an underframe, a pair of side frames, a pair of end frames and a roof, at least one of the side frames being in the form of a truss, a window frame, a plurality of relatively flexible clips for securing the window frame to the trussed side frame, and a car side panel secured to the window frame, the side panel being yieldingly secured to the side frame.

4. A railway car having an underframe, a pair of side frames, a pair of end frames and a roof, and a window frame yieldingly secured to one of the side frames so as to permit relative motion between the side frame and the window frame.

5. A railway car having an underframe, a pair of side frames, a pair of end frames and a roof, a window frame yieldingly secured to one of the side frames, and side sheathing secured to the window frame so as to permit relative motion between the side frame, on the one hand and the window frame and side sheathing on the other hand, the sheathing being yieldingly secured to the side frame.

6. A railway car having an underframe, a pair of side frames, a pair of end frames and a roof, a plurality of window frames spaced along one of the side frames, yieldable means for securing the window frames to the side frame and a panel between two adjacent window frames and secured to said window frames.

7. A railway car having an underframe, a pair of side frames, a pair of end frames and a roof, the side frames being trussed, side sheathing, sheathing supporting means yieldingly secured to the truss frame so as to permit relative movement between the frame and the sheathing supporting means, and. means for securing the sheathing to the supporting means.

8. In a railway car, a car side frame including a plurality of horizontal framing members spaced throughout the height of the car side, a plurality of vertical members spaced throughout the length of the car side, and diagonal members secured to the horizontal and vertical members to form a truss, a window frame rigidly secured to one of the vertical members, and flexible means for securing the window frame to others of the truss framing members.

9. A railway car having an underframe, a pair of side frames, a pair of end frames and a roof, the side frames comprising a plurality of horizontal and vertical members, some of which members constitute the main load'carrying members of the side frame, others of which members are yieldingly secured tothe load carrying members, and side sheathing carried at least in part by the yieldingly supported members.

10. A railway car including a pair of side frames having a plurality of longitudinally spaced vertical posts, diagonal members extending from the opposite ends of certain of the vertical posts to intermediate portions of adjoining posts, and window frames yieldingly secured to the side frames.

11. A railway car including a pair of side frames having a plurality of longitudinally spaced vertical posts, diagonal members extending from the opposite ends of certain of the vertical posts to intermediate portions of adjoining posts, and side sheathing yieldingly secured to the side frame.

12. A railway car having a pair of side frames comprising a plurality of longitudinally spaced vertical posts, a window frame positioned between and yieldingly secured along its vertical sides to two of the adjoining posts, and diagonal members extending from the opposite ends of one of said adjoining posts to intermediate portions of the other of said adjoining posts.

13. In a railway car, a car side frame including a plurality of horizontal framing members spaced throughout the height of the car side, a plurality of vertical members spaced throughout the length of the car side, and diagonal members secured to the horizontal and vertical members to form a truss, a window frame rigidly secured along one! of its sides only to at least one of the truss framing members, and flexible means for securing the other side of the window frame to at least one other member forming the truss.

N115 A. THUNSTROM. JAMES E. CANDLIN, JR.

I CERTIFICATE OF CORRECTION. I Patent No. 2,226,085. December at, 191m.

NILS A. THUNSTROM, ET AL.

It is hereb; certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 5, sec

ond column, line 22, claim 2, for the word "slide" read --side--; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the'cas e in the Patent Office. Signed and sealed this 28th day of January, A. D. 19141.

Henry Van Arsdale,

(Seal) Acting Commissioner of Patents. 

